Bill Gates & Warren Buffett To Build A New Kind Of Nuclear Reactor — Is That Good News?
Bill Gates and Warren Buffett want to build a new kind of nuclear reactor to generate electricity. Why? Because the wind doesn’t always blow and the sun doesn’t always shine. They intend to plunk their new toy down in the state of Wyoming on the former site of a coal-fired generating plant.
“This is our fastest and clearest course to becoming carbon negative,” says Wyoming’s governor Mark Gordon. “Nuclear power is clearly a part of my all-of-the-above strategy for energy.” Wyoming is the top coal producing state in America.
According to The Guardian, the new facility will be a joint venture between TerraPower, founded by Gates 15 years ago, and PacifiCorp, a Berkshire Hathaway-owned utility that serves customers in Wyoming, Idaho, Utah, California, Oregon, and Washington.
Small advanced reactors, which run on different fuels than traditional reactors, are regarded by some as a critical carbon-free technology that can supplement intermittent power sources like wind and solar as states strive to cut emissions that cause climate change. “We think Natrium will be a game-changer for the energy industry,” Gates told a media conference in Cheyenne, Wyoming this week.
PacifiCorp service area. Image credit: SEC
345 Megawatts
The Guardian says the new generating station will produce 345 megawatts of electricity, but the output can be boosted by a molten salt energy storage component to 500 megawatts. The primary feature of the so-called Natrium technology is that it uses sodium to cool the reactor instead of water. Natrium is the Latin word for sodium, which is why its symbol on the periodic table of elements is Na.
Chris Levesque, TerraPower CEO, told the press this week the demonstration plant will cost about $1 billion and will take about seven years to build. “We need this kind of clean energy on the grid in the 2030s,” he told reporters. Actually, Chris, we need clean energy on the grid now, not 7+ years from now. A billion dollars would buy more than 500 MW of power and have it online, together with grid storage batteries, in a lot less time. Why wait?
Natrium Technology
I am not a nuclear engineer nor am I a rocket scientist, so I have to rely on Wikipedia to inform me about some things (I contribute $5 a month to support Wikipedia and encourage you to do the same).
Here is what I found out:
Image credit: Wikimedia/Public Domain
Advantages
The primary advantage of liquid metal coolants, such as liquid sodium, is that metal atoms are weak neutron moderators. Water is a much stronger neutron moderator because the hydrogen atoms found in water are much lighter than metal atoms, and therefore neutrons lose more energy in collisions with hydrogen atoms.
This makes it difficult to use water as a coolant for a fast reactor because the water tends to slow (moderate) the fast neutrons into thermal neutrons (though concepts for reduced moderation water reactors exist).
Another advantage of liquid sodium coolant is that sodium melts at 371K and boils / vaporizes at 1156K, a total temperature range of 785K between solid / frozen and gas / vapor states. By comparison, the liquid temperature range of water (between ice and gas) is just 100K at normal, sea-level atmospheric pressure conditions. Despite sodium’s low specific heat (as compared to water), this enables the absorption of significant heat in the liquid phase, even allowing for safety margins. Moreover, the high thermal conductivity of sodium effectively creates a reservoir of heat capacity which provides thermal inertia against overheating.
Sodium also need not be pressurized since its boiling point is much higher than the reactor’s operating temperature, and sodium does not corrode steel reactor parts.[2] The high temperatures reached by the coolant (the Phénix reactor outlet temperature was 560° C) permit a higher thermodynamic efficiency than in water-cooled reactors. The molten sodium, being electrically conductive, can also be pumped by electromagnetic pumps.
Disadvantages
A disadvantage of sodium is its chemical reactivity, which requires special precautions to prevent and suppress fires. If sodium comes into contact with water it reacts to produce sodium hydroxide and hydrogen, and the hydrogen burns when in contact with air.
This was the case at the Monju Nuclear Power Plant in a 1995 accident. In addition, neutron capture causes it to become radioactive; however, activated sodium has a half-life of only 15 hours. Another problem is sodium leaks which are regarded by a critic of fast reactors, M.V. Ramana, as “pretty much impossible to prevent.”
Fuel Used
Wikipedia adds that a natrium facility that generates less than 500 MW of electricity uses “uranium-plutonium-minor-actinide-zirconium metal alloy fuel, which is supported by a fuel cycle based on pyrometallurgical reprocessing in facilities integrated with the reactor.” I don’t know about you, but the words “uranium” and “plutonium” don’t sound like “different fuels compared to traditional nuclear reactors.”
The Guardian points out that nuclear power experts have warned that advanced reactors could have higher risks than conventional ones. Fuel for many advanced reactors would have to be enriched at a much higher rate than conventional fuel, meaning the fuel supply chain could be an attractive target for militants looking to create a crude nuclear weapon. And don’t even be concerned about Russian hackers. We know those malefactors only like to interrupt gasoline pipelines and beef processing plants. Pooty Poot and his henchmen would never stoop so low as to hack a nuclear power plant…would they?
People always rush to criticize Tesla for selling emissions credits, but no one wants to talk about the $80 million the US Department of Energy has already invested in TerraPower with millions more coming in the future. No one would expect Bill Gates and Warren Buffett — two of the richest white men in history — to foot the bill for their boondoggles all by themselves, would they?
All Of The Above
The key to understanding this story is found in Governor Gordon’s use of the words “all of the above.” That’s free market speak for “We’re happy to have a piddly little 350 MW facility of over here, just so long as we can continue supporting coal- and gas-powered generating plants that churn out hundreds of gigawatts over there.” In other words, it’s a smokescreen designed to allow fossil fuel interests to kick the can down the road a little further and add some greenwashing to their corporate portfolios at the same time.
Being rich does not necessarily make a person all that smart. America needs more nuclear power like a fish needs a bicycle. People in Wyoming may be fooled by this blather, but CleanTechnica readers aren’t taking the bait. Natrium was probably selected as the name of thus new nuclear technology because it sounds a little like “nature” or “natural.” That’s a great marketing ploy, but we’re not buying it. Frankly, the Bill and Warren show is more than a little disappointing.
Global mining and construction equipment giant Liebherr recently rolled out its first-ever battery electric crawler excavator, setting a new standard in heavy earth-moving equipment capabilities with low noise levels and zero local emissions.
Liebherr has made headlines in the sustainability space with its massive electric haul trucks and stupefyingly quick 6MW cryo-cooled DC fast chargers, but its conventional mid-sized equipment lines haven’t electrified as quickly, leaning instead on hydrogen combustion and fuel cell efforts. That seems to be changing, however, with the launch of the 20-ton R 920 G8-E – the brand’s first-ever factory fresh HDEV.
The company’s official copy is characteristically low-key, with an emphasis on the facts and features instead of hype:
The new model completes the product range of Liebherr crawler excavators produced in Colmar (France). It is particularly quiet and emission-free. It generates the same output as a diesel machine in the same category and is particularly suitable for building sites that require low noise levels and avoiding exhaust gas emissions, such as in cities or underground operating locations.
Despite the lack of excitement in the release copy, there is a lot of excitement about the R 920 G8-E’s innovative new control cab philosophy.
Liebherr INTUSI controls
Dubbed INTUSI (for INTuitive USer Interface), the system integrates intelligent control logic with advanced machine learning capabilities to give operators a highly customizable interface that can follow them from asset to asset, from wheel loader to excavator to haul truck, dramatically flattening the learning curve for operators on a given job site.
Liebherr says INTUSI improves both operational efficiency and user comfort on Liebherr job sites through the integration of a number of new features. From the press release:
- Haptic feedback – vibrations alert the operator to critical conditions—such as reaching dynamic device limits—enhancing situational awareness and speeding up reaction times.
- Optical feedback – integrated RGB LEDs on the joystick provide real-time visual cues about device status and servo control, ensuring clear communication without distraction.
- Functional safety – control elements with status LEDs allow safe operation of critical functions—without requiring two-handed input—streamlining workflow while maintaining safety standards.
- Hand detection – capacitive proximity sensor detects the operator’s hand automatically, enabling seamless activation of controls only when needed.
- Display navigation – a mini-joystick embedded in the handle allows for quick and efficient navigation of the display interface, reducing the need to reach for external controls.
- Ergonomics – multi-stage handle height adjustment ensures optimal comfort and usability, adapting to different operator preferences and working conditions
In addition to the INTUSI-powered custom cockpit, the new Liebherr R 920 G8-E electric excavator ships with your choice of either a 188 or 282 kWh high capacity li-ion battery, which is capable of 150 kW DC fast charging. Fast enough, in other words, to power up the machine during shift changes, if needed.
Electrek’s Take
If the notion of a battery electric Liebherr excavator seems familiar, that’s because it should – the company first converted one of its ultramassive R9400 mining excavators last year, as a proof of concept co-developed with global mining giants Fortescue as they invest in new technology to decarbonize their mines.
Since then, Fortescue has used the machine to move millions of tons of dirt, and has ordered several more. And, because everything from excavators to loaders to heavy trucks are built to be powertrain agnostic, and manufacturers will often offer the same basic vehicle with Cummins, Detroit Diesel, or Volvo power, so there’s a degree of openness baked into those systems already. Liebherr is just taking that to the next level by installing an electric drive motor in place of an internal combustion engine, and I expect this excavator will be the first of many such machines from the brand.
SOURCE | IMAGES: Liebherr.
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Rivian has posted a job listing for a steering engineer, specifically mentioning work on a future steer-by-wire system for the company.
Steer-by-wire is an automotive concept that has been around for a long time, but hasn’t yet reached mass adoption. The idea is to replace (or supplement) mechanical linkages between the steering wheel and the wheels with electronic actuators instead.
There are a number of potential benefits to this, like allowing more customizability or adaptability to a steering system, reducing mechanical complexity, or adding speed-sensitive variable steering ratios.
Although there are also disadvantages, like a reduction in steering feel (although, since most cars are moving to electronic power steering, that was already gone anyway).
But few cars have implemented steer-by-wire systems, or at least not fully committed to them, given that mechanical steering racks are a relatively solved problem and the general inertia of the car industry which would rather stick with a solution they know than switch to something better (haven’t we here, at this EV publication, heard *that* one before…). There’s also the matter of regulations, which have often been written to require mechanical steering systems, and may need updating to allow for steer by wire.
But, steer by wire made it into mass production with the release of the Tesla Cybertruck. This was big news when Tesla committed to this – at the time, it was the only thing on the road to exclusively use a steer by wire system, though there are other cars with partial steer by wire (for example, mechanical front wheel steering, and steer by wire rear-wheel steering).
But it seems to have opened the floodgates, as a number of other companies are working on or have since released steer by wire systems (Lexus, for example).
And now, it looks like Rivian is one of those companies – though we don’t know if it’s for the front or rear.
The company posted a job listing for “Sr. Staff Technical Program Manager, Steering Actuator System,” based at its Irvine, CA headquarters (spotted by Rivianforums). This wouldn’t be so exceptional, except that the job posting also specifically points out that “you’ll have full cradle-to-grave ownership of the SBW subsystem.”
So – we know they’re working on steer by wire, to some extent.
But a few other EVs, particularly large EVs like the Rivian R1 platform is, use steer by wire just for the rear wheels – for example the Hummer EV and Rolls-Royce Spectre. These systems are particularly helpful for giant vehicles, because it allows them to be more nimble and make turns that otherwise would require a lot more… negotiation in a giant land yacht.
So it’s possible that Rivian is only working on rear wheel steer by wire here, but we’d like to think there’s a chance it’s working on steer by wire for the full vehicle.
We also don’t know if this would show up on all of Rivian’s vehicles, or only on certain models – the R2 and R3 are in development, and the R1 just got a big refresh. But, perhaps even more interestingly (and very speculatively), VW has invested heavily in Rivian for technology help, so we wonder if we might end up seeing this in VW group vehicles, or Scout vehicles eventually…
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Hyundai’s electric sports car just got a whole lot cheaper. The 2025 Hyundai IONIQ 5 N now costs $150 less per month to lease after another unexpected price cut.
How much is it to lease the 2025 Hyundai IONIQ 5 N?
The new and improved 2025 IONIQ 5 is coming off its best US sales month yet in July, but that isn’t stopping Hyundai from wanting more.
After Hyundai cut lease prices on all trims last month to as low as $179 per month, it’s now offering even more savings.
The 2025 Hyundai IONIQ 5 N is now listed for lease at just $549 per month. The offer is for 36 months, with $3,999 due at signing. At an effective monthly rate of $660, Hyundai’s EV is $150 cheaper a month than it was in July.
Hyundai is currently offering some of the best deals on electric cars, with the 2025 IONIQ 5 SE Standard Range listed for lease at just $179 per month.
The Standard Range model has a driving range of 245 miles. If you’re looking for more, the Extended
Range SE, with a range of 318 miles, is available to lease from $199 per month.
You can even lease the rugged new XRT trim right now for under $300 a month. All deals are for 24 months with $3,999 due at signing and end on September 2
| 2025 Hyundai IONIQ 5 Trim | EV Powertrain | Driving Range (miles) | Starting Price* | Monthly lease price July 2025 |
| IONIQ 5 SE RWD Standard Range | 168-horsepower rear motor | 245 | $42,500 | $179 |
| IONIQ 5 SE RWD | 225-horsepower rear motor | 318 | $46,550 | $199 |
| IONIQ 5 SEL RWD | 225-horsepower rear motor | 318 | $49,500 | $209 |
| IONIQ 5 Limited RWD | 225-horsepower rear motor | 318 | $54,200 | $309 |
| IONIQ 5 SE Dual Motor AWD | 320-horsepower dual motor | 290 | $50,050 | $249 |
| IONIQ 5 SEL Dual Motor AWD | 320-horsepower dual motor | 290 | $53,000 | $259 |
| IONIQ 5 XRT Dual Motor AWD | 320 horsepower dual motor | 259 | $55,400 | $359 |
| IONIQ 5 Limited Dual Motor AWD | 320-horsepower dual motor | 269 | $58,100 | $299 |
| IONIQ 5 N Dual Motor AWD | Up to 601-horsepower dual motor |
221 | $66,200 | $549 |
With the $7,500 EV tax set to expire at the end of September, Hyundai is offering savings across its entire electric car lineup.
Even Hyundai’s new three-row electric SUV is surprisingly affordable. The 2026 INIQ 9 is listed with monthly lease prices as low as $419 per month.
Looking to test drive one out for yourself? We can help you get started. You can use our link to find deals on the 2025 Hyundai IONIQ 5 at a dealer near you (trusted affiliate link).
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